BMW M5 review: a PHEV worth its weight

After 40 years and six generations, 2025 marks the start of a new generation of the BMW M5: the G90 chassis. With an overhauling overhaul and a new rechargeable hybrid powertrain, the specifications are impressive. It is not only its power and torque figures, but also its sidewalk weight of 5,390 pounds. It is not a small figure, but the German brand is never retained in this department, and it has never hampered the badge much.

Well, so far. There is a lot to love in the most recent M5, in particular in its skill of angle sculpture and how it acts in town only powered by electrons. But in other areas, this super sedan of $ 123,275 lacks features necessary for its class.

Outdoor and interior treatment

The last exterior style of the BMW M5 is bulky. It is common that new cars, especially the variety focused on amateurs, are smaller in the real life they seem in press photos. The M5 is one of the few who is actually larger. He looks muscular and I dig him from the point of view of three -quarters rear. But there is not not to hide it: this thing is dimensional massive in every sense of the word.

Inside, the G90 has the latest BMW screen and the capacitive interior design focused on touch. Its air boys are now the last, which I would never have thought of being one thing, but they work nevertheless well and help it stand out from other high -end European dishes. Its dashboard garnish color is customizable, and switching between the road and sport in its M fashion settings M also changes this garnish in the colors BMW M. All the controls are arranged in an organized manner and their tactile response is quite good. But the first BMW pilots can find the configuration of performance parameters and navigation in the IDRIVE software from BMW a little destroyed at the start.

There is a reason for so many Heft under this last iteration of BMW Express BMW: it has a 14.8 kWh battery, powered by a 7.5 kW charger. It offers a front momentum by feeding the eight -speed automatic gearbox from the M5 via the AC engine and will return up to 25 miles of range on the electrons alone.

When its double turbo, its 4.4 -liter V8 and its battery combine the forces, the acceleration is fierce. In addition to a certain shock while moving through the gears with the pedal puree, its acceleration is still ample for daily trips. Like any PHEV, it is also relaxing to sail in the city without internal combustion.

BMW does not specifically describe that, but I suspect that the massive weight of the M5 contributes to the energy recovery faster than the average. The 15.7-inch massive rotors and multi-piston calipers have work to do, but they surely send more energy to relatively small battery due to the weight of the M5. Adopting five or even 10 miles was easy in daily driving, but especially on fun roads at the top of the San Gabriel mountains in California.

A capable but missing driving experience

With the V8 with double turbo, 4.4 liters of the M5 and its AC electric motor attached to the transmission, the combined output is evaluated at 717 horsepower and 738 pounds of torque. These specifications should Is equivalent to an exciting global driving experience. This is not the case, but not too.

First of all, the good news: this thing is quite fast and a monster in the corners. He has effortlessly withdrew from turns and descends straight ahead, and reaching 60 at the stop only takes 3.4 seconds. He torn windy mountain roads with a surprising quantity of agility to be on the wrong side of 2.5 tonnes, with little body roll and an impressive turn. Combine them together, and the M5 is probably one of the few new sedans which can properly continue any flavor of medium engine supercar on a winding road. Its management ratio was quite good, although the overall direction and the feeling of chassis and the communication were extremely vague.

Unfortunately, all the experience wears out quickly. In the past, BMW has always been good to get the sound with its M cars; His online plans set by performances have an angry howl par excellence, and his V8 make their presence known with a deep roar filled with bass. Regardless of the exhaust setting (there is technically a silent and strong mode), the G90 M5 is simply too suffocated, as if it was a subtle reminder that an engine is present, rather than participating active in the drama.

Not only that, but doing a burnout is far too difficult to achieve when adjusted to the rear traction. As childish as it may seem, it is a key indicator of the personality of any performance car. The previous generation F90 BMW M5 practically demanded that drivers light up its tires – this new model apparently stops at the fear of the idea of turning its meats of 295 large faster than necessary in a straight line.

In light of these reproaches, it may look like the last global setting of the M5 is more mistaken for comfort and restraint than ever, but its driving quality tells a different story. Even in its most comfortable suspension mode, it is too rigid, and my tester has produced creations on the worst expanses of the urban blackopop in the Los Angeles basin. The F90 was much better in this department.

On the one hand, the BMW M5 2025 is a fascinating proposal. He has the behavior of Chill Phev / Muscle sedan and squabs on winding roads such as person’s affairs. But due to its lack of personality and its approximate quality of driving, it looks like a step in the wrong direction.

Then there is the style, which is at best questionable – like many other new BMWs, it becomes more and more difficult from chalk with acquired taste. The previous F90 generation was a masterclass in a large sedan that knows how to handle, still hitting above its sidewalk weight of 4,300 lb. I hoped better in this last model, but there is not enough for it to be a clear clear net.

Photograph by Peter Nelson / The Verge